CN113071660A - Main landing gear of airplane - Google Patents
Main landing gear of airplane Download PDFInfo
- Publication number
- CN113071660A CN113071660A CN202110378774.8A CN202110378774A CN113071660A CN 113071660 A CN113071660 A CN 113071660A CN 202110378774 A CN202110378774 A CN 202110378774A CN 113071660 A CN113071660 A CN 113071660A
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- Prior art keywords
- strut
- lock
- buffer
- landing gear
- stay bar
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- 239000000872 buffer Substances 0.000 claims abstract description 52
- 230000000087 stabilizing effect Effects 0.000 claims abstract description 12
- 238000007789 sealing Methods 0.000 claims description 14
- 230000007246 mechanism Effects 0.000 claims description 12
- 230000003019 stabilising effect Effects 0.000 claims 1
- 230000003139 buffering effect Effects 0.000 abstract description 3
- 238000013016 damping Methods 0.000 description 5
- 238000010521 absorption reaction Methods 0.000 description 2
- 238000005452 bending Methods 0.000 description 2
- 239000007853 buffer solution Substances 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 230000009191 jumping Effects 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000002035 prolonged effect Effects 0.000 description 1
- 238000003466 welding Methods 0.000 description 1
Images
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C25/00—Alighting gear
- B64C25/32—Alighting gear characterised by elements which contact the ground or similar surface
- B64C25/58—Arrangements or adaptations of shock-absorbers or springs
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C25/00—Alighting gear
- B64C25/02—Undercarriages
- B64C25/08—Undercarriages non-fixed, e.g. jettisonable
- B64C25/10—Undercarriages non-fixed, e.g. jettisonable retractable, foldable, or the like
- B64C25/18—Operating mechanisms
- B64C25/22—Operating mechanisms fluid
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C25/00—Alighting gear
- B64C25/02—Undercarriages
- B64C25/08—Undercarriages non-fixed, e.g. jettisonable
- B64C25/10—Undercarriages non-fixed, e.g. jettisonable retractable, foldable, or the like
- B64C25/18—Operating mechanisms
- B64C25/26—Control or locking systems therefor
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Aviation & Aerospace Engineering (AREA)
- Vibration Dampers (AREA)
Abstract
The invention discloses an aircraft main landing gear, which comprises a buffer strut, a foldable strut with a lock, a retractable actuator cylinder, a stable buffer, an inclined strut, a front strut, a wheel set and an upper lock, wherein the upper lock is arranged on the front strut; the buffer strut is respectively connected with the retractable actuating cylinder, the foldable stay bar with the lock, the stable buffer, the front stay bar, the diagonal stay bar and the wheel set; the upper lock, the retractable actuator cylinder, the foldable stay bar with the lock, the front stay bar and the buffer strut are all connected to a connector of an airplane body; the stabilizing buffer is connected to the wheel set; the inclined stay bar is connected with the front stay bar. The main landing gear of the airplane can better absorb the vertical kinetic energy of the airplane during landing and improve the efficiency coefficient; buffering the impact due to the heading load.
Description
Technical Field
The invention belongs to the technical field of aircraft takeoff and landing systems, and particularly relates to an aircraft main undercarriage.
Background
At present, the development technology of a domestic multi-wheel main landing gear is not good enough, the multi-wheel main landing gear still stays at the design production level in the 60 th 20 th century, and when a large aircraft lands, as a buffer system cannot well absorb vertical kinetic energy (low absorption efficiency and the like) and front and rear wheels jump, a large ground load is transmitted to an aircraft body through the landing gear, and the safety of the aircraft is influenced; after bearing a large course load, the landing gear deforms due to large bending moment, so that the strength and service life of the landing gear are reduced, and multiple sets of landing gears are required to be replaced in the service life of the airplane, so that the problems are solved, the strength of the landing gear is improved, and the service life of the landing gear is prolonged by a scientific research staff.
For example, chinese utility model patent application No. CN202020273154.9 discloses a main landing gear with a central layout of a retraction mechanism, which comprises a left landing gear and a right landing gear installed on both sides of a fuselage, wherein the left landing gear and the right landing gear respectively comprise a buffer strut, a foldable strut and a pull rod, one end of the buffer strut and one end of the foldable strut are respectively connected with a airplane wheel, the other end of the buffer strut and the foldable strut are fixedly connected with the fuselage, and the middle part of the foldable strut is hinged with one end of the pull rod; the other ends of the pull rods of the left undercarriage and the right undercarriage are connected to actuating rods of a retraction jack, and the retraction jack is installed between the left undercarriage and the right undercarriage.
The prior art has the technical problems of low absorption efficiency of a landing gear buffer system, wheel runout, large-load-bearing bending moment deformation and the like.
Based on the technical problems in the prior art, the invention provides an aircraft main landing gear.
Disclosure of Invention
The invention aims to overcome the defects in the prior art and provides an aircraft main landing gear.
In order to achieve the purpose, the technical scheme of the invention is as follows:
an aircraft main landing gear comprises a buffer strut, a foldable strut with a lock, a retractable actuator cylinder, a stable buffer, an inclined strut, a front strut, a wheel set and an upper lock;
the buffer strut is respectively connected with the retractable actuator cylinder, the foldable stay bar with the lock, the stable buffer, the front stay bar, the diagonal stay bar and the wheel set;
the upper lock, the retractable actuator cylinder, the foldable stay bar with the lock, the front stay bar and the buffer strut are all connected to a connector of an airplane body;
the stabilizing damper is connected to the wheel set.
Further, the buffering pillar still includes urceolus, piston rod, seal assembly, plunger and prevents the wrench arm, the urceolus cover is established on the piston rod, the one end of preventing the wrench arm connect in the urceolus, the other end of preventing the wrench arm connect in the piston rod, the plunger sets up in the urceolus, seal assembly sets up the urceolus with between the piston rod, urceolus upper end is connected in aircraft fuselage and is connected.
Furthermore, the foldable stay bar with the lock further comprises a support rod, an oblique support, a support arm and an unlocking actuator cylinder, wherein the oblique support is connected to the middle of the buffer support, two ends of the support rod are respectively connected to the aircraft body joint and the upper end of the oblique support through universal joints, the upper end of the unlocking actuator cylinder is connected to one side of the upper end of the outer cylinder, the lower end of the unlocking actuator cylinder is connected to the oblique support, the upper end of the support arm is connected to the front end of the neck of the outer cylinder, two rollers are mounted at the lower end of the support arm, locking of the lower lock is achieved, and deflection of the foldable stay.
Further, the retractable actuating cylinder comprises a first outer cylinder, a first piston rod, a cover and a rubber ring, the first piston is fixed at one end of the first piston rod, a joint bearing is arranged at the other end of the first piston rod, the first piston is matched with the inner wall of the first outer cylinder, the cover and the rubber ring are installed on an opening of the first outer cylinder through the nut, and the first piston rod penetrates through the cover and the rubber ring.
Further, the stabilizing buffer comprises an actuating cylinder shell, a driving piston, a follow-up piston, a sliding disc and a sealing element, wherein the driving piston is movably matched with the actuating cylinder shell, the follow-up piston is connected with the driving piston, the sealing element is arranged between the actuating cylinder shell and the driving piston, one end of the actuating cylinder shell is connected with the buffering support column through a universal joint, the driving piston is connected with the engine block through a double lug seat, and the sliding disc is connected with the sleeve through a screw.
Furthermore, the diagonal brace comprises a rod, a bolt, a sleeve, a nut, a baffle, a disc spring group and a joint, wherein the rod is in threaded connection with the sleeve and is provided with a stop, the bolt is installed in an inner cavity of the rod, the bolt is provided with 3 disc spring groups, the bolt is in threaded connection with the joint, the baffle is matched with the inner wall of the sleeve, the nut is in threaded connection with the sleeve, and the joint is connected with the buffer support column through a high-strength bolt.
Further, the wheel set comprises a frame, a wheel shaft, a front rocker arm, a rear rocker arm, an upper brake pull rod, a lower brake pull rod, a lining disc and a brake wheel, wherein the wheel is installed on the frame through the wheel shaft, the front rocker arm is installed in the middle of the front wheel shaft of the frame, the rear rocker arm is installed in the middle of the rear wheel shaft of the frame, the lower brake pull rod is installed between the lower end of the front rocker arm and the rear rocker arm, the upper brake pull rod is installed between the upper portion of the front rocker arm and a piston rod, a double lug connector is arranged in the middle of the frame and used for connecting a buffer supporting column, the brake wheel is sleeved on the wheel shaft, and the lining disc is connected to the wheel shaft.
Furthermore, the uplock comprises a lock catch outer body, a lock key, a lock hook, a guide part and a shuttle-shaped valve, wherein the lock catch outer body is arranged on the aircraft body joint through an uplock support, a spring hydraulic mechanism is arranged in the middle of the lock catch outer body to unlock the uplock and put down an undercarriage, the lock key is arranged at the front end of the lock catch outer body through a bolt, the lock hook is arranged on the lock catch outer body through a bolt, the guide part is arranged at the lower end of the lock catch outer body to guide the locking device to a locking position, and the shuttle-shaped valve is arranged on the spring hydraulic mechanism.
The invention has the beneficial effects that:
1. the main landing gear of the airplane can better absorb the vertical kinetic energy of the airplane during landing and improve the efficiency coefficient.
2. The main landing gear of the airplane can buffer impact caused by course load.
3. The main landing gear of the airplane can better bear all the airplane wheels when the airplane lands, and avoids the occurrence of airplane wheel jumping.
Drawings
FIG. 1 is a schematic illustration of an aircraft main landing gear in an embodiment of the invention;
FIG. 2 is a schematic view of a cushion post according to an embodiment of the present invention;
FIG. 3 is a schematic view of a foldable stay with a lock according to an embodiment of the present invention;
FIG. 4 is a schematic view of an exemplary lock release actuator of the present invention;
FIG. 5 is a schematic view of the actuator cylinder being deployed and retracted according to an embodiment of the present invention;
FIG. 6 is a schematic diagram of a stabilizing buffer according to an embodiment of the present invention;
FIG. 7 is a schematic view of a diagonal brace in an embodiment of the present invention;
FIG. 8 is a schematic view of a front brace in an embodiment of the present invention;
FIG. 9 is a schematic illustration of a wheel set in an embodiment of the present invention;
FIG. 10 is a diagram of an uplock in accordance with an embodiment of the present invention.
In the figure, 1-buffer strut, 2-foldable strut with lock, 3-retractable actuator cylinder, 4-stable buffer, 5-diagonal strut, 6-front strut, 7-engine wheel group, 8-up lock, 9-outer cylinder, 10-piston rod, 11-sealing component, 12-plunger, 13-torsion-proof arm, 14-strut, 15-diagonal strut, 16-support arm, 17-unlocking actuator cylinder, 18-unlocking actuator cylinder outer cylinder, 19-plug, 20-unlocking actuator cylinder piston rod, 21-shaft sleeve piston, 22-sealing ring, 23-first outer cylinder, 24-first piston, 25-first piston rod, 26-cover, 27-rubber ring, 28-stable buffer outer cylinder, 29-stable buffer piston rod, 30-sealing group, 31-shaft sleeve, 32-screw cap, 33-sleeve, 34-piston, 35-sliding disc, 36-rod, 37-joint, 38-sleeve, 39-bolt, 40-baffle, 41-screw cap, 42-disc spring group, 43-first branch pipe, 44-second branch pipe, 45-first joint, 46-second joint, 47-vehicle frame, 48-wheel shaft, 49-front rocker arm, 50-rear rocker arm, 51-upper brake pull rod, 52-lower brake pull rod, 53-lining disc, 54-brake wheel, 55-lock catch outer body, 56-lock catch, 57-lock hook, 58-guide member and 59-shuttle valve.
Detailed Description
In order that the above objects, features and advantages of the present invention can be more clearly understood, the present invention will be described in further detail below with reference to the accompanying drawings and specific embodiments, it being understood that the embodiments and features of the embodiments of the present application can be combined with each other without conflict.
Examples
As shown in fig. 1, the main landing gear of the airplane comprises a buffer strut 1, a foldable strut 2 with a lock, a retractable actuator cylinder 3, a stable buffer 4, a diagonal strut 5, a front strut 6, a wheel set 7 and an uplock 8;
the buffer strut 1 is respectively connected with the retractable actuating cylinder 3, the foldable support rod 2 with a lock, the stable buffer 4, the front support rod 6, the diagonal support rod 5 and the wheel set 7;
the upper lock 8, the retractable actuator cylinder 3, the foldable stay bar with lock 2, the buffer strut 1 and the front stay bar 6 are all connected to a connector of the airplane body;
the stabilizing damper 4 is connected to the wheel set 7.
In the above embodiment, the buffer strut 1 is provided with joints respectively connected with the retractable actuator cylinder 3 and the foldable stay bar 2 with lock, and the buffer strut 1 is provided with double lug seats respectively connected with the diagonal stay 6 and the upper torsion-proof arm;
the foldable support rod 2 with the lock is connected to a joint of an airplane body through a first universal joint, and the foldable support rod with the lock is connected to the buffer strut 1;
the upper end of the stabilizing buffer 5 is connected to the buffer strut 1, and the lower end of the stabilizing buffer 5 is connected to the wheel set 7 through a double lug seat;
one end of the inclined strut 5 is connected to the buffer strut 1, and the other end of the inclined strut 5 is connected to the front strut 6;
as shown in fig. 2, the buffer strut 1 further comprises an outer cylinder 9, a piston rod 10, a sealing component 11, a plunger 12 and a torsion-proof arm 13, wherein the outer cylinder 9 is sleeved on the piston rod 10, one end of the torsion-proof arm 13 is connected to the outer cylinder 9, the other end of the torsion-proof arm 13 is connected to the piston rod 10, the plunger 13 is arranged in the outer cylinder 9, the sealing component 11 is arranged between the outer cylinder 9 and the piston rod 10, and the upper end of the outer cylinder 9 is connected to the aircraft body joint.
In the above embodiment, the piston rod 10 is movable within the outer cylinder 9;
the outer barrel 9 is internally provided with a forward damping mechanism and a reverse damping mechanism, and the forward damping mechanism adopts an oil change needle damping mode and is used for absorbing the vertical kinetic energy of the aircraft landing more efficiently.
As shown in fig. 3-4, the foldable stay bar 2 with lock further includes a support bar 14, a diagonal support 15, a support arm 16 and an unlocking actuator 17, the diagonal support 15 is connected to the middle of the buffer support 1, two ends of the support bar 14 are respectively connected to the upper ends of the aircraft body joint and the diagonal support 15 through universal joints, the upper end of the unlocking actuator 17 is connected to the outer cylinder 9, and the lower end is connected to the diagonal support 15 for controlling the unlocking and locking states of the lower lock.
In the above embodiment, when the landing gear is put down, the unlocking actuator cylinder 17 fixes the relative positions of the strut 14 and the inclined strut 15, so that the strut has upward deflection and better bears a side load, the unlocking actuator cylinder 17 further comprises an unlocking actuator cylinder outer cylinder 18, a plug 19, an unlocking actuator cylinder piston rod 20, a shaft sleeve piston 21 and a sealing ring 22, the unlocking actuator cylinder outer cylinder 18 is connected with the plug 19 through a thread, the shaft sleeve piston 21 is connected with the unlocking actuator cylinder piston rod 20 through a thread, the head aperture of the plug 19 restrains the degree of freedom of the unlocking actuator cylinder piston rod 20, so that the shaft sleeve piston 21 and the piston rod 20 can only move in the axial direction, and the unlocking and unlocking functions of the lower lock are realized.
As shown in fig. 5, the retractable actuator cylinder 3 includes a first outer cylinder 23, a first piston 24, a first piston rod 25, a cover 26, and a rubber ring 27, the first piston 24 is fixed to one end of the first piston rod 25, a joint bearing is provided at the other end of the first piston rod 25, the first piston 24 is fitted to an inner wall of the first outer cylinder 23, the cover 26 and the rubber ring 27 are mounted on an opening of the first outer cylinder 23 by a nut, and the first piston rod 25 passes through the cover 26 and the rubber ring 27.
In the above embodiment, the other end of the first piston rod 25 is connected to the body joint through the joint bearing;
the oil inlet cavity and the oil return cavity are isolated by rubber ring sealing, the cover 26 is in threaded connection with the first outer cylinder 23, and a gap between the rubber ring sealing and the first piston rod 25 is formed in the head of the cover to isolate an oil cavity from an atmospheric cavity.
As shown in fig. 6, the stabilizing damper 4 includes an actuating cylinder housing 28, a driving piston movably fitted to the actuating cylinder housing, a follower piston connected to the driving piston, a sliding plate 35, and a sealing member 30, the sealing member 30 is disposed between the actuating cylinder housing and the driving piston, one end of the actuating cylinder housing is connected to the damping strut through a universal joint, the driving piston is connected to the wheel set through a double lug, and the sliding plate 35 is connected to a sleeve 33 through a screw;
the driving piston is formed by fixing a shaft sleeve 31 and a nut 32 through a stop screw; the follow-up piston is composed of a sleeve 33 and a piston 34 which are connected through threads, the piston 34 is connected to a stabilizing buffer piston rod 29, and the stabilizing buffer piston rod 29 is connected to the engine set through a double lug seat.
In the above embodiment, when the aircraft lands, all the main wheels can be grounded through the stabilizing buffer 4 in a short time, and the jumping caused when a part of the tires are loaded too much is prevented.
As shown in fig. 7, the sway rod 5 includes a rod 36, a bolt 39, a baffle 40, a nut 41, a sleeve 38, a disc spring group 42 and a joint 37, the rod and the sleeve are connected by screw threads and are provided with a stop, the bolt 39 is installed in an inner cavity of the rod 36, 3 disc spring groups 42 are installed on the bolt 39, the bolt 39 is connected with the joint 37 by screw threads, the baffle 40 is fitted to an inner wall of the sleeve 38 to realize axial positioning of a front end of the disc spring group 42, the nut 41 is connected with the sleeve 38 by screw threads to realize axial positioning of a rear end of the disc spring group 42, and the joint 37 is connected with the buffer strut 1 by a high-strength bolt. Wherein, the impact caused by the course load can be buffered through the inclined stay bar 5.
As shown in fig. 8, the front brace 6 includes a first connector 45, a second connector 46, a first branch pipe 43 and a second branch pipe 44, the first connector 45 and the second connector 46 are respectively connected with the first branch pipe 43 and the second branch pipe 44 by welding, the tail ends of the first connector 45 and the second connector are connected to a connector of an aircraft fuselage, the lower end of the first connector is provided with the diagonal brace 5, and the front brace 6 is connected to the buffer strut 1.
As shown in fig. 9, the wheel set 7 includes a frame 47, a wheel axle 48, a front rocker arm 49, a rear rocker arm 50, an upper brake pull rod 51, a lower brake pull rod 52, a lining disc 53 and a brake wheel 54, the wheel set 7 is mounted on the frame 47 through the wheel axle 48, the front rocker arm 49 is mounted in the middle of the front wheel axle of the frame 47, the rear rocker arm 50 is mounted in the middle of the rear wheel axle of the frame 47, the lower brake pull rod 52 is mounted between the lower end of the front rocker arm 49 and the rear rocker arm 50, the upper brake pull rod 51 is mounted between the upper portion of the front rocker arm 49 and a piston rod, the lining disc 53 is connected to the wheel axle 48 through a convex gear key and is connected to the brake wheel 54 through a bolt, a double-lug joint is provided in the middle of the frame 47 for connecting with the cushion column 1, and the.
In the above embodiment, the front rocker arm 49, the rear rocker arm 50, the upper brake pull rod 51, and the lower brake pull rod 52 form a main landing gear brake balancing mechanism for balancing the braking torque of the front and rear wheels.
As shown in fig. 10, the uplock includes a locker exterior 55, a locking key 56, a locking hook 57, a guide 58, and a shuttle 59, the locker exterior 55 is mounted on the aircraft fuselage joint through the uplock bracket, a spring hydraulic mechanism is provided in the middle of the locker exterior 56 to unlock the uplock and lower the landing gear, the locking key 56 is mounted at the front end of the locker exterior 55 through a bolt, the locking hook 57 is mounted on the locker exterior 55 through a bolt, the guide 58 is mounted at the lower end of the locker exterior 55 to guide the locking device to the locking position, and the shuttle 59 is mounted on the spring hydraulic mechanism.
In the above embodiment, the locking key 56 is mounted at the front end of the lock catch outer body 55 through a bolt, and is engaged with the locking hook 57 when locked, and is disengaged from the locking hook 57 after unlocked;
the lock hook 57 is mounted on the lock catch outer body 55 through a bolt, and the position of the lock hook 57 is controlled through a torsion spring in a natural state;
the shuttle valve 59 is mounted on the spring hydraulic mechanism, one end of the shuttle valve is used for normal unlocking, and the other end of the shuttle valve is used for emergency unlocking.
The present invention is not limited to the above-described embodiments, which are described in the specification and illustrated only for illustrating the principle of the present invention, but various changes and modifications may be made within the scope of the present invention as claimed without departing from the spirit and scope of the present invention. The scope of the invention is defined by the appended claims.
Claims (8)
1. A main landing gear of an airplane is characterized by comprising a buffer strut, a foldable stay bar with a lock, a retractable actuator cylinder, a stable buffer, an inclined stay bar, a front stay bar, a wheel set and an uplock;
the buffer strut is respectively connected with the retractable actuator cylinder, the foldable stay bar with the lock, the stable buffer, the front stay bar, the diagonal stay bar and the wheel set;
the upper lock, the retractable actuator cylinder, the foldable stay bar with the lock, the front stay bar and the buffer strut are all connected to a connector of an airplane body;
the stabilizing damper is connected to the wheel set.
2. The aircraft main landing gear of claim 1, wherein the buffer strut further comprises an outer barrel, a piston rod, a sealing assembly, a plunger and a torsion-proof arm, wherein the outer barrel is sleeved on the piston rod, one end of the torsion-proof arm is connected to the outer barrel, the other end of the torsion-proof arm is connected to the piston rod, the plunger is arranged in the outer barrel, the sealing assembly is arranged between the outer barrel and the piston rod, and the upper end of the outer barrel is connected to a connector of an aircraft body.
3. The main landing gear of an airplane as claimed in claim 2, wherein the foldable stay rod with lock further comprises a strut, a support arm and an unlocking actuator, the strut is connected to the middle of the buffer strut, two ends of the strut are respectively connected to the fuselage joint of the airplane and the upper end of the strut through universal joints, the upper end of the unlocking actuator is connected to one side of the upper end of the outer cylinder, the lower end of the unlocking actuator is connected to the strut, the upper end of the support arm is connected to the front end of the neck of the outer cylinder, and two rollers are mounted at the lower end of the support arm to lock the lower lock and control the flexibility of the foldable stay rod with lock.
4. An aircraft main landing gear according to claim 3, wherein the retraction actuator comprises a first outer barrel, a first piston fixed to one end of the first piston rod, a first piston rod having a joint bearing at the other end, a cap fitted to the inner wall of the first outer barrel, and a rubber ring, the cap and the rubber ring being mounted on an opening of the first outer barrel by a nut, the first piston rod passing through the cap and the rubber ring.
5. An aircraft main landing gear according to claim 4, wherein the stabilising bumper comprises a cartridge housing, a drive piston movably fitted to the cartridge housing, a follower piston connected to the drive piston, a slide plate and a seal disposed between the cartridge housing and the drive piston, one end of the cartridge housing being connected to the cushioning strut by a universal joint, the drive piston being connected to the wheel set by a double lug, and the slide plate being connected to a sleeve by a screw.
6. An aircraft main landing gear according to claim 5, wherein the sway bar comprises a rod, a bolt, a sleeve, a nut, a baffle, a disc spring set and a joint, the rod is connected with the sleeve by screw thread and is provided with a stop, the bolt is arranged in the rod cavity, the bolt is provided with 3 disc spring sets, the bolt is connected with the joint by screw thread, the baffle is matched with the inner wall of the sleeve, the nut is connected with the sleeve by screw thread, and the joint is connected with the buffer strut by a high-strength bolt.
7. The aircraft main landing gear of claim 6, wherein the wheel set comprises a frame, a wheel shaft, a front rocker arm, a rear rocker arm, an upper brake pull rod, a lower brake pull rod, a lining disc and a brake wheel, the wheel is mounted on the frame through the wheel shaft, the front rocker arm is mounted in the middle of the front wheel shaft of the frame, the rear rocker arm is mounted in the middle of the rear wheel shaft of the frame, the lower brake pull rod is mounted between the lower end of the front rocker arm and the rear rocker arm, the upper brake pull rod is mounted between the upper portion of the front rocker arm and a piston rod, a double-lug connector is arranged in the middle of the frame and used for connecting the buffer supporting column, the brake wheel is sleeved on the wheel shaft, and the lining disc is connected to the wheel shaft through a.
8. An aircraft main landing gear according to claim 7, wherein the uplock comprises a latch outer body, a catch, a latch hook, a guide member, and a shuttle valve, the latch outer body is mounted on the aircraft fuselage joint through an uplock bracket, a spring hydraulic mechanism is provided in the middle of the latch outer body to unlock the uplock and lower the landing gear, the catch is mounted on the front end of the latch outer body through a bolt, the latch hook is mounted on the latch outer body through a bolt, the guide member is mounted on the lower end of the latch outer body to guide the locking device to the locked position, and the shuttle valve is mounted on the spring hydraulic mechanism.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110378774.8A CN113071660A (en) | 2021-04-08 | 2021-04-08 | Main landing gear of airplane |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110378774.8A CN113071660A (en) | 2021-04-08 | 2021-04-08 | Main landing gear of airplane |
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| Publication Number | Publication Date |
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| CN113071660A true CN113071660A (en) | 2021-07-06 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202110378774.8A Pending CN113071660A (en) | 2021-04-08 | 2021-04-08 | Main landing gear of airplane |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN118124854A (en) * | 2024-05-07 | 2024-06-04 | 山西观复智能科技有限公司 | Controllable extension and retraction of aircraft increases undercarriage |
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